campbell



Aug. 28, 1928. 1,682,482

c. A. CAMPIBELL 1 AIR BRAKE Filed July 1926 3 Sheets-Sheet l IN VEN TOR Charles .77- Cazrgpde/l BY m w WT A TTORNE Y5 AIR BRAKE 3 Sheets-Sheet G. A. CAMPBELL Filed July 1, 1926 Aug. 28, 1928.

Aug. 28, 1928. 1,682,482

C. A. CAMPBELL AIR BRAKE Filed July 1, 1926 3 Sheets-Sheet 3 km, 5 m A& Q v

INVENOR war/6'5 flora r136 L Q N zg lqrrRwEya l/ld 'IIIII Patented Aug, 28, 1928.

- UNITED VLSTTATEVS- PATENTTOFFICE."

oHARL sALBERm CAMPBELL, or" wnrnisrownyivnw YORK ASSI GNOR TO THE NEW YORK AIR BRAKE COMPANY, A CORPORATION OF NEW JERSEY.

AIR (BRAKE.

I Application filed July 1, 1926. Serial No. 119,956 r i This invention relates to automatic air brakes and more particularly. tojsuch brakes .for use on railway freight trains.

-The increasing length" of freight trains has rendered it desirable'to uselargecapa ity feed-valves, which, under the control of the engineers brake valve, feed air to i the brake pipe in running' position. In the case of applications made in the usual Way by manipulat ng the engineers brake valve,

such large capacity feed valves occasion no. difiiculty, but they have been thecause of accidents when emergency applications Were initiatedator near the rear of the train by manipulation of theconductors valve.

In such a case the wave of reduced pressuremoves forward through the brake pipe, causing the triple valves to move to emergency position in'rapid' sequence, and, when it reaches the locomotive, causing the brake pipe vent valve to open. If the engineers brake valveis. left in running position the feed valve opensalso, but the'ventvalve counteracts its effect until the vent valve whichv counteracts this tendency.

closes. When the vent valve closes the feed valve causes release tofoccur 1n the forward portion of the train.

The emergency appllcation, as a result of the sequence of events above outlined, persists long enough to. bunch, the slack. The ensuing releaseof the brakes 1n the forward portion ofthe train causes this slack to .run out, and frequently. the train breaks in two. Instances "are, known where thetrain has been broken into threelsections as the result of this action.

The presentirinvention provides a device broadest aspects it includes a mechanism which is set into action by anemergency reduction occurring in the brake pipe and which, when put into action, shifts the en,-

gineers brakevalve to preclude any ,feed-" ing action tothebrake pipe. 7

Since the invention is primarily intended toovercome a condition incident to an emergency application, the logical and the preferred procedure is to shift theengineers brake valve to emergency pos1t1on, b ut1 t must be understood that is to shift the enginee from; hralre pipe feed;

the essential thing brake valve positions, so

it will suffice to shift the valve either to service lap position or service position.

It is possible'to' combine the valve shift ing motor with anautomatic 'brakepipe vent valve of a type heretofore used. The combination is madein suchv a waythat the vent valve, controls the motor, and thus the motor is almost the only addedmechanism. In thi way a desirable timing is secured because the action is inherently-"such that the engineers brake valveis shiftedas the in which it vents the reservoir at a similar rate. When shifted further against spring resistance by an emergency reduction, the slide valve admits pressure from the reservoir to the cylinder behind a piston which forces open the vent valve. v r

' The device just described is modified so that. the slide valve'admits pressure fluid. to

the brake valve motor aswell as to thevent valve operating cylinder.

In order tohold the ventopen untilthe motor operatingthe brake valve has completely responded, the usual bleed port from the vent valve operating cylinder is relocated so that the brake valve motor opens the bleed port when it has completely re sponded, and this bleed port'discharges the actuating pressure both from the motor, and from the vent valve actuating mechanism. This renders the brake valve motorinert and the vent valve isclosed by a spring and by brake pipe pressure conjointly.

The idea above described can be embodied i in various approximately equivalent mechanismsybut I haveused, andprefer, the one illustrated the accompanying; drawings,

which? Fi ure snide-rattan, somewhat dia Figure 3 is alvertical section of the vent valve mechanism in its normal running (charging) position.

Figure 4 is a fragmentary View, similar to a portion of Figure 2,show1ng the rotary valve the engineers brake valve in emergency: position; and

Figure- 5is a1p'lan view of the engineers brake valve'ishovvnin Figure l 1', uvith the,

Figures 2 and 3, above-identified, consid ered together, show in section the essential ortioiis o'f 'the"mechanism illustrated in igure 1. 'Froin Figure l thc interconnec tions between Figures 1 and 2 can be readily ractuatin'g' mo tor inhorizontal faxia-l' sec v In the-drawings, a convention familiar in That 'is thefair b'rake arthes been adopted; to say, Z'the ports are shown all in the same plane in order to render their action visible in i a single view. "It will be understood that the ports Would ordinarily be differently lo cated in order tosecure a more compact structure" and one simpler to-inanu'faeture.

l Referringparticularly "to Figures 1, 2 and "3, the main reservoir pipe is shown at 11,

end the brake-pipe at 12. A branch 13 leads from the main reservoir pipe'tl'iiougha stop coe'k 14. This is c'bnnec'ted'by a branch 15 to bhemain'reservoir passage- 16 of thebrake j'valve; which 'ilea ds to the space 13' Within the cap '1'8'and above therota'ry valve 19." Q

- Another branch '20 leads from the coclfil i to the niainisup ilypassage 21 of the feed valve, whose body is indicated generally by the numeral 22; The *brake pipe 12 has a branch 23' which "lea'dswhrough a stop cock 24' directly connected by'a pipe 25 with a brake pipe passageQG in the engineefis brake "valve. 'sniallbranch connection 27 leads from the pipe '25 to the controlling passage 28 in the body 22 of the feed' 'valve. This lastarrahgeinent forms a part of the cl'aimed subject 'Inatter ofiny-application Serial No. 221,810, "filed September 24, 1927, and-thence "is not here cltuinied.

The construction of *the engineers'brake valve differs in no important respect from the standard brake valve except for the'additionof theactuating-motor and hence will be described verybriefly.

The rotary valve 19 isturned by' m'eafnsot astern 29 swiveled 'inthe cap 18 and carry- 7 ing the usual valve handle 30. Fixed on the valve handle-30*(se'e Figure '5'), is a gem:

sectorgl; This meshes with ra'ck'teeth 32 formed iir a bar 33, which lssl'id'ablexin a guideway 34. The guideway 34 is formed inthe side of a cylinder 36 carried bythe cap 18, the guideway 34 beingiparallel with the axis of thec-ylinder. The bar 3-3 is conclose fit in the cylinder 36.. Air to operate 7 gftllQ piston 39 enters'through a pipe 40 and port 41 at the right end of the cylinder and serves to "force the piston 39to the left.

When the engineers brake valve is moved to full release position, the piston 39 is forced to theright hand end of the cylinder 36, the valve handle'ZO is then 'freeto be moved to any position,- while the piston 39 r remains at rest. I f'the'pi's'ton"39'issubjeoted topressure and moved to'the left to the limit of i'ES'ITQO'tiOD, it operates through the Tod 38 to shift the valve handle 30 to its extreme right handpositio'n, e., to emergencyposi tion, a vent port4'2 is ove1"trave'led"and operates to relieve the operatingpressure onfthe piston '39. AVvent port. '48 permits the es- The feed passage chargejviilve 3 The spacehelow'the piston 4:8 is connectedby abranch passage with the'brzike pipe passage 26: Th6 space ahovethe piston 18 is conneeted' by-a passage ,51 with connections 52 and 53 vvhic'h'ie'ad-re- 'spectively to the gage '54 and the equalizing reservoir 55. Passage '56' leads from the space above the piston; 48 to the seat 'of the I rotary valve fli). There are alsothree pafssages termmating'f n the valve seat as fol lows, a pump'governoifpassage 57 and two automatic control valve passages 58 and59.

These are connected "to the'pipes 60,61'and 62 in 'theorder stated. "Thereis also preliminary'exhaust passage 63 which leeds' to atmosphere, and which has a brahch 'G- l-rHlSO leading to the seat of the rotary valve 19;-

Re'cess 65 in the valve 19 serves"to connect the passages 1 1, 26*and 56 in running;

position; and it is through this recess that the brake pipe and theequ'alizing reservoir v nr'e b'oth char fd by-the feed valve; {A port 66' in the rot-aryfvalve 1'9 bridges the passages-58 and '63; in running position. A

throughport 67 in the rotary valve admits main reservoir air to the pump governor port 57 in running posit on. In emergency position, a recess 68 connects t-he passages and 56'with the preliminary: exhaust port V 63, while a port 69 admits .main. reservoir air" to the automatic control valve passage 59 (see Fig. 4). j

Turning now to the feed valve, the passages 21- and 46. communicate with each other through the seat :70 of the main feed valve 71. V Thisis shown open in Figure Itis urged 'in an opening direction by a" spring 72 surrounding its stem 73,-and may be forced closed by a piston 74 working in a cylinder 7 5. The spacebelow the piston is vented toatmosphereat 76, and thereis a minut e bleed port at 77 from the space above the piston; Air under pressure is admitted to the space above the piston through afeed port 78 whichis controlled by a: pin valve 79 and its seat 80. Air pressure to be dis charged under the control of the pin valve.

. 79 arrives through thepipe 27 and ,port28 from the" brake pipe, and this pressure acts directly upon the -.regulating diaphragm 81 with which the pin valve 7 9' is connected, in

pipe 12.] This connection is indicated at 85 and is controlled by a stop cook. 86. The connections are-made toa casting 87 con-f taining a reservoir chamber 88iand twopas' sages 89 and 90', the passage 89 beingjco-nnected directly to the pipe 85 andthe passage 90 being connected to apipe which;

. as already explainedyis the pipe which admits' operative pressure behind the piston 39 of the-brake valve operating'm'otor;

Boltedto the reservoir casting 87 is a-cast-jing 91 which forms the body of the vent valve mechanism, and in which 'are formed extensions ofthe ports 89- and 90. In the upper end oi'llthe'casting 91 is a cylinder bushing 92andb'elow' thisisa valve chamber bushing 93.- Working in the cylinder bush ing 92 is the vent valve piston 94 which isformed'with a guideway to receive a graduating stem 95'and graduating sprlng 96. The stem 95 collides with a boss onthe cap 97.; The port 98 branches from thebrake pi e port 89 and leads to the space above the piston 94.

"WVhen the piston is in, its lowermost-posh tion it uncovers a feed port 99 which leads to passage 100. This extends to the seat of the checkvalve 101 from above which passage 102 leads to thevent valve chamber'or reservoir 88. .A. branch -passage103 leadsfrom the passage 102 to the space below thepi'ston' 94, which is in direct coinmunicationwith the space :within the valve 7 bushing 93.. y i Y The piston 94 is formed with a stem by which. it is'connected in the usual manner with a slide valve 104 having a through port 105. Thevalve104 works on thevalve seatin the valvejbushing 93. This seat has two ports, the first an exhaust port 106, and the second -aaport 107 leading. directlyto the brake motor port *z-Bolted tolthe lower the brakeipipe port 89. In the chamber 109 is a seat 110 upon which'closes the brake pipe vent valve 111. Thisvalve isurged in a closing directionby brake pipe pressure and also. by a coil spring l 12."1t- COntI'OlS:it

vent passage 113 directly to the atmosphere.

The valve 111is formed with a stem 114 which seats in a sleeve formed in the hub of a piston 115,- so that the piston is in thrust relation with the valve and may open same 7 when the piston is moved to the right. The piston 115 works in a bushing 116 and" this bushing is'i'ormed with a through port 117.

Thespace to the right of the piston 115, is

connected-to theventport 118. by a passage 118,and when the piston' is in its normal left hand position the space to the left of the piston 115 is-connected to atmosphere by -way ofport 117, passage'118, and vent passage 11-3. The space to the leit ofthe piston 1l5.is connected .bya branch port 119 withthe motor port 90. i

ThreadedcapslQO and 121 give ready access tothe vent valve 111 and its actuating piston 1'15. I J

Assume that a locomotiveequipped with the apparatus just described is connected to a train, that the train is proceeding with the engineers; brake valve handle 30 in running position. Obviously'the' piston 39 does not interfere with the manipulation of the brake valve and the engineer may operate the brakes by manipulating the valve handle 30 in the usual manner. If. he makes a service.reductionflof pressure the piston 94 will rise untilarrested by thestop 95, without compressing the spring 96. P The parts are so dimensioned that in this position port 105 registers with exhaustport 106 and port 105 is'so dimensioned that" the pressure in the ventvalve chamber 88 will be lowered at the servicerate. Consequently, the pressure infchamb'er S8 "falls at the same rate that brakepipe pressure falls in service application, and piston 94 moves no farther. When the service reduction terminates the piston'94moves downward lapping the valve 104, and upon release the vent-valve chamber 88 is recharged.'-

As the inaction of thefvent valve aface of the body casting 91 is acasting 108, w-hichisformed with achamber 109 connected-to an: extension of 'thespi'ing 9 6." vUnder thesecircumstances the exhaust port 106 is blanked and the :sup- 'ply port. lO'TniS openedto the interior of the bushing so that'air from thewent valve chamber v88 flows by Way of the port 102, branch .port 103, valve bushing 93, {port a "107'lLOAthGjPQItQOQ From the port 90 this air flows through the pipe 40.to the space at the right of the piston '39 and through the port. 1.19 to thespace at t'he left of the piston 115. 1

Since the capacity for =inflow of air ex,- ceeds the capacity :of the port'l li, the piston 115 immediately :moves to 'the. right hand :limit of its motion, blanking .port 117 and opening; the vent valve. 111.: This gives a direct vent at the forward-rend of the train from "the ,brake pipe, and assures the retention of the plSl3OI1 "94: in its uppermost r and an emergency application position'in :position. v v v. At the :same time the piston 39., acting through the rack 32 and sector gear 31, shifts the engineers brake valve .to-sem er- 'geney position, and when the valve'ha s been completely shifted to emergency .position the vent'42 is open and bleeds away the "actuating pressure which had shifted on piston 39 and piston 11 5. Consequentlmthe valve handle 30 is restored to' free'eontrol by the engineer and thevent valve lll 'close's.

If, however, the engineer should successfully resist the action of the piston 39 by holding the valve handle 30, he would ,prevent the piston 39 from reaching thelimit of its travel. The vent 42 could not become effective, and consequently, pressure would persist. on the piston 115 and the vent valve 111 would remainwopen until the engineer allowed" the engineers brake valve handle ,to

move to emergency position. I

igesacsz .What is {claimed is: r I

The, combination; with an automatic air brake systemincluding a 'brakepipe, and inxengineers brake valve having-la sbrake pipe feeding .function,-, of means operable by an emergency reduction: of brake pipe. apres s'ure arranged Wl1en.;operated to suspend such feeding function of the brake valve.

The-combination with an automatic brake systemincluding a brake pipe and-an engineefisbral ie valve having aibrake pipe feeding "function in one or more. positions Whiehissupended in another'position 01'. positions, of means operable by an emergen'cy reduction off-.brake pipe pressure Lari-an-ged when operated to shift said valve to anon-feeding position. Y

3. The;coinbinatlonwith1an automaticvair brake system including a brake pipe and an engineers brake valve having a brake pipe feeding function Ein one or:more positions,

and one .or more brake application positions I 1I 1 (\Vl1lb,l1 sa d. feeding, functionv 1s suspended,

of means operable by an emergency reduc= tron otbrake pipe pressure. arranged when v ojierated when saidlen ineers brake valve to an application position. -f

A. The combination .with an automatic air brake system including a brake pipe and an engineers brake valve having a brake I pipe feeding. function in one or morepositions whichsaid feeding function is suspended, of means operable by an emergency, reduction of brake pipe. pressure arranged when open ated to shift said vengineers brake valve to e nergencyapplication position.

The combination with an automatic air brake system ineluding a brake pipe 'andjan engineer s brakevalve having a brake ,pipe feeding function in; noneapplying. positions which is suspended inkother positions, of a mechanism operable by an. emergency red1ie tionof brake. pipe pressure ,and serving when operated to vent the train pipe and simultaneol-isly move said brake valve away from non-applyingpositions. e a V The eombination with an automatic air brakegsystem including a brake pipe and an engineersbrake valve havin a brake pipe feeding function in non-app y-ing positions which s si ipended in other positions, of a br e P P HYQHVW -Q mech i ae I anism .operable to shift the engineershrakef valve away fromlnon-applying positions;

n eans r p ns v te enem evmy r dueti'onof brake pipefipressure and arranged to operate.said mechan sms.

7. The combination with an automatic air brake-system incli'i'dingh v bral'ie pipe'and an engineers brake --v alve having a vbrake pipe feeding function in non-applying positions which is suspended in otherpositions, of a brake pipe vent valve mechanism; aameche anism; operable to shift the engineerfs hrake valve away from non-applying positions; and an operativeconne'ction between said mechanisms arranged to maintain said vent valve open until said brake valve is shifted and thereafter cause it to close.

8; The combination with an automatic air brake system including a brake pipe and an engineers brake valve having a brake pipe feeding function in non-applying positions which is suspended in other positions; of a reservoir; a piston subject to the opposingpressures in saidobrake pipe and reservoir and controllingthe charging of the latter from the former; a brake pipe vent valve; means normally urging said vent valve closed; a cylinder a second piston thereon for forcing said valve open; a pneumatic motor for moving sa1d brake valve away from non-applying positions; and a valve of the latter from the former; a brake pipe 7 vent valve; means normally urging said valve closed; a cylinder; a second piston thereon for forcing said valve open; a pneumatic motor for moving said brakevalve away from'non-applying positions; a valve connected with the first named piston and arranged to be opened thereby upon' an 1 emergency reduction of brake pipe pressure to admit airfrom said reservoirto shift the second piston and actuate said motor; and

means for venting the air acting against said second piston, upon the completion of operatlon of sa1d motor.

10. The combination with an automatic air brake system including a brake pipe and an engineers brake valve having a brake pipe feeding function in non-applying positions 'whichis suspended in other positions; of a reservoir; a piston subject to the opposing pressures insaid brake pipe and reservoir and controlling the charging of the latter from the former; a brake pipe vent valve; 7 means normally urging said" valve closed; a cylinder, a second piston thereon for forcing said valve open; a second cylinder; a piston therein connectedto move said brake valve away from nonapplying position; a supply conduit connecting said cylinders; and a valve connected with the first named piston and arply conduit.

ranged to be opened thereby upon an emergency reduction of brake pipe pressure, to admit air from said reservoir to saidsup- 11. The combination with an automatic air brake system including a brake pipe and an engineers brake valve having a brake pipe feeding function in non-applying positions which is suspended in other positions; of a reservoir; a piston subject to the opposing pressures in said brake pipe and reseroir and controlling the charging of the latter from the former; a brake pipe vent valve; means normally urging said valve closed; a cylinder, a second piston thereon for forcing said valve open; a second cylinder; a piston therein connected to move said brake valve "away from nonapplying position; a vent port in said sec v ond cylinder arranged to be overtraveled by the last named piston at its limit of operative motion; a supply conduit connecting said cylinders; and a valve connected nth the first named'piston and arranged to be opened thereby'upon an emergency reduction of brake pipe pressure to admit air from said reservoir'to said supply con duit.

12. The combination with an automatic air brake system including a brake pipe and an engineers brake valve having a brake pipe feeding function in one or more positions which is suspended in another position or positions, of a mechanism operable by an emergency reduction of brake pipe pressure to open a brake pipe vent, andmeans controlled by the position of the engineers brake valve and effective to prevent said vent from closing after the same has been so opened while said brake valve is in brake pipe feeding position.

13. The combination with an automatic air brake system including a brake pipe and an engineers brake valve having a brakepipe feeding function in non-applying1positions which is suspendedin another position of a reservoir; a piston subject to the opposing pressures in said )brake pipe and reservoir and controlling the charging of the latter from the former; a normally closed brake pipe ventvalve; means for opening said valve through the response of said piston to a rapid reduction of brake pipe pressure; a pneumatic motor for moving said brake valve away from non-applying positions; and means also rendered operative by the response of said piston to a reduction of brake pipe pressure and when operative serving to admit air to said pneumatic motor. V o Intestimony whereof I have signed my name to this specification. CHARLES A. CAMPBELL. 

